CA1093446A - Apparatus for repairing and straightening - Google Patents

Abstract

TITLE
Apparatus For Repairing and Straightening ABSTRACT OF THE DISCLOSURE
Apparatus for repairing and straightening is disclosed in its preferred form for use in repairing and straightening the body and frame of a vehicle. The preferred apparatus include a tread member including left and right track members for supporting a vehicle thereon, a tram member movable along and between the right and left track member and including two elongatable pull towers pivotally mounted thereto, and an additional elongatable pull tower mounted adjacent an end of the apparatus. A flexible connector, preferably a chain, is arranged for connection between the pull towers and the vehicle. The track members further include regularly shaped apertures which vertically pass therethrough. Locking pins are also provided which extend through an aperture of the track members and abut with a portion of the pull towers to lock the pull towers at any desired angle he tread member. Bolsters are further provided which extend through the regular apertures of the track member and abut with a portion of the vehicle frame for anchoring the vehicle to the apparatus to prevent the vehicle from moving when it is subjected to the counter forces during the repair and straightening operation.

Description

This invention relates generally to a repair and straiqhtening apparatus and more particularly, in the preferred -~
embodiment, to apparatus for repairing and straightening vehicle 5 bodies and frames.
In the field of vehicle frame and body repairing and straightening, various types of apparatus are currently ., , ,,. , . , , ....................... - ,. ~
available. Several types of apparatus currently known to be ~-available present serious limitations and deficiencies regard-10 ing the ability of repair personnel to work on both the front and rear ends of a vehicle. Presently, whenever it is necessary ", , :
to work on both the front and rear ends of a vehicle, it .. . .
i~ neces~ary for the vehicle to be turned in the~e apparatus to expo~e the damaged portions of the vehicle to the repair 15 member~ of the apparatus. It i8 thus immediately obvious that such a cycle of repair-turn-around-repair is time con-~um~ng and thu~ of great expense to both the repair operator and the owner of the vehicle.
Further, types of apparatus presently known to be 20 available which do repair a vehicle around its entire 360 degree periphery are complicated and expenaive. For example, one such apparatua requires a working pit and the use of complicated ~tructure for the positioning of the pulling members.
Therefore, there i8 a definite need in the art for 25 a vehlcle body and frame straightening and repairing device which allows several repair operations to be performed on a ... . .
vehicle, including the repair of both`the front and rear portions, without the necessity of removing the vehicle from the device, turning it around, and remounting it on the device.

-2-, ", , ~ , . , `` 1093446 1 There is also a definite need in the art for a vehicle body and frame straightening and repairing device which i's flexible such that the repair force can be applied in a direction parallel to the direction of the force that caused the damage. Further the apparatus should be of a 'simple design, efficient, and easy to operate to reduce the amount of time and labor required for the repair of damages and'to maximize the equipment and materials used.
SUMMARY
m e present invention solves these and other problem's in vehicle repair and straightening'by providing, in the preferred embodiment', an apparatus for repairing and ~traightening the body and frame of a wheeled vehicle including a tread member, for the support of the vehicle thereon, 15 having regularly shaped apertures therethrough. The apparatus urther has the ability to apply a pulling force at any po~it$on 360 degrees around the vehicle.
In the preferred embodiment, a tram, movable along and between the right and left tracks of the tread 20 member and including pulling members pivotally mounted thereto, i~ u~ed to apply the pulling force to any position 360 degree~ around the vehicle.
In the preferred embodiment, the pulling members are pull tower~ which elongate in the vertical directlon.
25 The pull tower~ further include a pulley located on the movable uppermost portion of the pull towers. A flexible connector, preferably chain, is then attached to a stationary ~093446 1 portion of a pull tower and is passed over the movable pulley to allow the end of the flexible connector to move a distance equal to twice the distance the pull tower elongates.
Pull tower locking pins are further provided for use in locking the pull towers at any angle with respect to the tread member. The locking pins include a body portion which substantially fills an aperture of the tread member and a portion which abuts with a portion of the pull towers.
Vehicle securing members in the form of bolsters 10 are further provided. The bolsters include a body portion wh$ch substantilly fills an aperture of the tread member and an abutting portion which interacts with the vehicle ~-frame. A locking ring is used to hold the bolster within the aperture of the tread member adjacent the vehicle.
lS Therefore, it is a primary aim of this invention to provide a novel repair and straightening apparatus.
It is also an aim of this invention to provide a novel repair and straightening apparatus for vehicles.~ ;`
It is also an aim of this invention to provide a 20 novel repair and straightening apparatus for repairing a vehl¢le around its entire 360 degree periphery.
It is also an aim of this invention to provide a novel repair and ~traightening apparatus of simple design whi¢h is flexible to allow the repair force to be applied 25 at any desired angle corresponding to the direction of the damaging force.

---` 1093~6 ' 1 It is also an aim of this invention to provide a novel repair and straightening apparatus which maxLmizes ~' the equipment and materials used. ~ , - It is also an aLm of this invention to provide a S novel apparatus which repairs and straightens frames and ~ ' bodies of vehicles in an e'fficient manner. ~ i -- It is also an aim`of this invention to provide a novel repair and straightening apparatus with means for allowing easy and quick locking of the`~pull towers at a 10 desired angle about the item to be repaired.
, It is also an aim o this invention to provide novël repair and straightening apparatus with means for allowing the ea y and rapid securing of a vehicle onto the apparatus.
~It is yet another aim of this,invention to provide ~ ~
a novel repair and straightening apparatus with means for ~ ~-maximizing the pulling force applied to a damaged vehicle.
Accordingly the invention provides, in one aspect, apparatu~ for repairing and straightening the body and 20 frame of a wheeled vehicle. The apparatus includes a tread , member having a fir~t end and a second end and having a top ~
~urace and a bottom surface and including a right track ~' member and a left track member. Each of the right and ,', left track member~ have a top surface formed thereon to 25 allow ~upport of the vehicle thereon. The apparatus allows placement of a vehicle upon the tread member. At least . .~ , .
,. j - ~ . , . , . . ",, , .,,, ." . . ,. . . ., . ;., . . " .,; , .,, . ~, : , 1 one member for applying a force to the vehicle is provided.
The apparatus further includes a tram body. Further provided is a member for movably mounting the tram body between the right and left track members. The movably mounting member includes a member for moving the tram body along the right and left track members. Further provide is a member for , pivotally interconnecting the force applying member to the tram body to allow positioning the force applying member on the outside of the tread member. Thereby, the tram 10 body i~ al}owed to be positioned at any position between the first end and the second end of the tread member.
Further, the force applying member is allowed to be positioned at any desired angle around the tread member.
Therefore, the repairing and straightening force can be 15 applied at any angle around the entire 360 degree periphery of the vehicle.
In the preferred embodiment of the present invention, the movably mounting member includes at least one ~haft carried by the tram body having a first end which 20 engages a portion of the right track and a second end which engage~ a portion of the left track.
Furthermore, in the preferred embodiment, the movlng member include~ member for rotating the shaft which 1~ carried by the tram body.
Additionally, in the preferred embodiment, the apparatu~ further includes member for resiliently mounting -5a-1 the shaft in the tram body and a member for receiving the .. . . . ..
counterforce of the force exerted on the damaged vehicle by the fo~ce applying member pivotally interconnected to thë tram body. Under a load condition, the shaft deflects -~
due to the resiliently mounting member suoh that the shaft is subjected only to the i~itlal force while the member for receiving the countérforce receives the ma~or counterforce.
Likéwise, in thé prefèrred embodiment, the member for réceIving the coùnterforce includes a tram top à~d a 10 tram bottom attacXéd to the tram body such that, whèn a co~nterforce is subjectéd ~o the tram body, the tram top contac~s the tread top su~face and the tram bottom contacts the tread bottom s~rface.
These and further aims and advantages of the 15 presént invention will become clearer in the light of the following detailed description of an illustrative embodiment o this invention described in connection with the drawings.
DESCRlPTION OP THE DRAWINGS ~ ;
The illustrativé émbodiment may best be described 20 by reference to the accompanying drawings whére:
Figure 1 is a perspective view of an apparatus or répairing and etraighténing the body and frame of a vehlcle accordlng to the teàchings of the present invention.
Figuré 2 is a side elevation view of the apparatus 25 of Figuré 1-.
Figure 3 is a top view of the apparatus of Pigure l.

-5b- ;

lOg34~6 1Figure 4 is a part1al sectional view taken along section line 4-4 in Figure 3.
Figure 5 is a sectional view taken along section .~ ;
line S-5 in Figure 4.
- . Figure 6 is a partial sectional view taken along ,section ~ine 6-6 in Figure 5.
- : Figure 7,is a partial sectional view taken along -:
section line 7-7,.i-n:,Figure 3.
,; ,. ,,,,: Figure 8 is a partial sectional view taken along~ . ', ~:
10 section line 8-8 in Figure,4,.. .. , : ~' , Figure 9,is a-.partial sectional view,taken along sectioni,Iine 9-9 in Figure,3. ,, . :~
, ,,Figure 10 i8 a top view ~f the sectional view ~ :, shown,in Figure 9. ....... , , '. ;:
, F1gures ll-lS show diagrammatic views of example operations of the apparatus of Figure l.

-5c-1093~46 1 Where used in the various figures of the drawings, the same numerals designate the same or similar parts.
Furthermore, when the terms ~right", "leftn, "front", "backn, "vertical", "horizontal~, "rlght end", "left end", "inside", 5 ~rearn, "bottommost", and similar terms are used herein, it ~ -should be understood that these terms have reference only to the structure shown in the drawings as it would appear to a person ;:
viewing the drawings and are utilized only to facilitate describing the invention.
10 DESCRIPTION ~ ~ .
Referring to the drawings, preferred apparatus for repairing and straightening the body and frame of a vehicle iB
shown and generally indicated a~ 20. The straightening apparatus 20 include~ a tread member, génerally designated 22, having 15 left and right tracks, 19 and 21, respectively, held in a ~paced relation by front and rear cross members, 23 and 24 :~
ro~pectively, such that the tires of a vehicle placed thereon ` :~
are ~upported by tread member 22. Each track 19 and 21 includes a tread top surface 26 having an inside top flange 30, a 20 treaa bottom ~urface 28 having an inside bottom flange 32, rein-forcing memb4rs 29 which hold the top ~urface 26 and the bottom ~urface 28 in a spa¢ed relation, and an inside ~ide wall 34 ~paced lnwardly from the ends of the flanges 30 and 32. Flanges 30 and 32 and in~ide side wall 34 form a C-shaped track on the 25 in~ide ~urface of each track 19 and 21 of the member 22, Removable cross ties 36 can be positioned such that the ends extend within the C-shaped tracks formed by flanges 30 and 32 of the left and xight tracks 19 and 21, respectively, in tread m~mber 22, Connected to cross member 23 is a support member 38 having a lower pivot member 40 such that tread member 22 can be --` 1093~46 1 pivoted from a horizontal position to an angularly offset position as shown in phantom in Figure 2 to allow placement of a vehicle on tread member 22, as will be explained hereinafter.
Suitable lift scissors 42 can be provided to raise 5 and lower one end of tread member 22 to allow placement of the vehicle upon tread member 22. Lift scissors 42 include connector arms 41 and 43, floor pivot 544, pivot pins 546, 548, 550, and 552, and hydraulic jack 542 controlled by valve 543 connected to hose 545 such that when jack 542 is caused to 10 extend, lift scissors 42 expands thus raising the one end of tread member 22 from an angular position to a horizontal position.
A safety leg 44 can be provided to prevent acaidental tilting of the tread member 22 from the horizontal position.
15 Safety leg 44 includes support members 554 connected to a horizontal member 558 having adjustable legs 560. Support members 554 are pivotally mounted as at 556. Safety leg 44 can be pivoted to a horizontal position adjacent to tread member 22 when tread member 22 is de~ired to be placed in an 20 angularly off~et po8ition, and can be pivoted to the vertical po~ition ~hown in Figure 2 when tread member 22 is desired to be held in a horizontal position. As best seen in Figure 1, an extension 562 can be provided so that safety leg 44 can be readily pivoted by an operator.
Triangular floor members 46, having top surfaces 48, are shown as positioned on the floor such that when tread member 22 i~ angularly offset, top surface 26 is flush with top surfaces 48 of triangular floor members 46.
In such a position one end of tread member 22 is touching the " :. ,. ': . ~ .

.
1093~6 1 floor and tread top surface 26 and top surface 48 of floor members 46 form a smooth incline to allow a car to be driven or winched onto tread member 22.
- A multitude of regularly shaped apertures 50, such S as circular apertures as shown, are formed in track members l9 and 21 of tread member-22 such that apertures 50 extend vertically through tread top surface 26 and bottom surface 28 ;
in a substantially vertically aligned manner. Apertures 52 and 54 are shown as formed in removable cross ties 36 and 10 cro~ members 23- and 24, respectively, in a similar manner.
- A tram, generally designated 70, is movably mounted along and between the right and left track members 19 and 21 of tread member 22. As best seen in Figure 4, tram 70 includes a tram carrier member 72, a hydraulic unit cavity 78, and 15 pivot member~ 81. Tram carrier member 72 includes a tram top 74 that extend~ over top flange 30 of tread member 22 and a tram bottom 76 that extends over the bottom flange 32 of each tread member 22. Tram top 74 and bottom 76 are more w$dely ~paced than tread top surface 26 and bottom surface 28 20 ~uch that flange~ 30 and 32 are positioned within tram carrier member 72. A tram ~ide wall 77 is spaced from the ends of top 74 and bottom 76 and runs parallel to the track member~
19 and 21 of tread member 22. A tram hydraulic unit, generally de~ignated 80, i8 positioned within tram hydraulic unit 25 cav$ty 78. An auxilliary jack, not shown, can further be ~tored in a container 600 when not in use.
- As best seen in Figu~es 5 and 6, a pair of shafts 82 carrying ~procket~ 84 extend from both ends of tram carrier 10934~6 1 member 72 through a U-shaped aperture 71 formed in side wall 77 into the C-shaped tracks formed by flanges 30 and 32 in the ri~ht and left tracks of tread member 22. Each of the pair of ';~
shafts-82 include a flexible~ connector 75 that allow shafts 5 82 to flex adjacent their cen'ters. Wheel bearing retainers 86 include a'flat piate 87 having vertical slots 88, an inverted U-shaped removed portion 91, formed therein, and a shaft hold';down member 89 fo'rmed'at'the closed portion of removed portion 91. Retainers 86 are slidably mounted to the inside 10 ~urface of side wal} 77 by projections 90, such as bolts, which extend through vertical slots 88 of retainers 86. There-foré, retainers 86 are allowed to move in a vertical direction.
Retainer~ 86 are biased downwardly by the use of a spring 92.
The ten~ion of spring 92 can be varied by rotating bolt 94.
In the assembled relation, shaft 82 is captured within the U-~haped aperture 71 of side wall 77 by the shaft hold down member 89 of the retainer 86. Therefore, shafts 82 are re~iliently mounted within tram carrier member 72. One or both of ~haft~ 82 can be driven by the use of an electric 20 motor 17 carried by the tram top 74 which drives a roller chaln 18 in a conventional manner by sprockets 510 and 520 located on motor 17 and shaft 82, respectively, as is shown in Figure 3 and as ~hown in phantom in Figure 5.
' Under no load, ~pring 92 biases retainers 86 25 downwardly such that tram carrier 72 iq positioned such that tram top 74 is vertically spaced above tread member top surface 26 and tram bottom 76 is vertically spaced below tread bottom ~urface 28. The spacing of tread member 22 within _g_ -` 10~3~46 1 tram carrier 72 can be varied by the adjustment of the tension of spring 92 by rotating bolt 94. But, if tram 70 is placed under a load such as that from a counter force of the pulling force exerted on a damaged vehicle, as will be explained 5 further hereinafter, the springs 92 are compressed thereby flexing shafts 82 through connectors 75 such that tram top 74 contacts tread top surface 26 and/or tram bottom 76 contacts tread bottom surface 28. Thereby, when a load is placed on tram 70, the ~tress is placed on tram top 74 and/or tram 10 bottom 76 of tram carrier member 72 rather than shafts 82. Thus, shaft~ 8Z have to be of sufficient size to move tram 70 and to withstand the force required to compress springs 92, but not to with~tand the major forces exerted on tram 70 and thus ehafte 82 are not required to be of excessive size.
Stationary, elonga~ed gear me~bers 95, Quch as chain linke faetened to bottom flanges 32 of the C-shaped tracks ad~acent eide wall~ 34 of track members 19 and 21 of tread member 22, engage sprockets 84 of tram 70 thus forming a rack and pinion gear a~sembly. Rail portions 85 are formed 20 in the C-ehaped tracke formed by flangee 30 and 32 adjacent chaln links 95 to acco date chain links 95. Motor 17 drivee at leaet one of the shafts 82 through roller chain 18 such that eprocket 84 meshes with ~tationary chain links 95 and thue movee tram 70. To reduce the amount of weight 25 carried by sproCket 84, shaft 82 can additionally include a roller 83 preferably formed of steel that rides on rail portion 85 formed on the bottom surface of the C-shaped tracks parallel to chain links 95. Further, roller 83 allows the omooth movement of tram 70 within tread member 22 rather ,.
,.

~` 10934~6 1 than a bouncing movement that would be caused by the teeth of sprockets 84 falling into and thereby riding on chain links 95. Chain links 95 could optionally be placed on top ..
flange 30 to avoid the collection of foreign material within 5 chain links 95.
,A switch.10~ is mounted on the side.~of tread membter 22 to control tram m~tor 17 turning shaft 82 .. , . . . ~ , . .
and.thus the v,ement of.tram 70. Limit switches 104 located.on cross members 23 and 24 stop tram 70 when contacted :
10 tQ prevRnt tram 70 from ra~ming cross members 23 and 24.
As best seen in Figure 4, a locking,member 98 ~ecures tram 70 in a statio~ary position. Locking member 98 includes an elongateq member 100 which is placed parallel to tram top 74 and vertical projections,102, having a regular .,.:.
15 ~hape corresponding to apertures 50, located adjacent the ends o elongated member 100 that interfit with removed portions 96 ormed on tram top 74. To lock tram 70, locking member 98 is ' po~itioned such that projections 102 extend vertically into removed portion~ 96 and into apertures 50 formed within tread 20 menber 22 to oecurely hold tram 70 in a stationary position.
~hen it i~ de~ired to move tram 70, locking member 98 is raised from the ~traightening device 20 such that projections 102 d~ not extend into apertures 50 of tread member 22. After moving tram 70 to the desired position, locking member 98 ~.
25 may again be po~itloned such that projections 102 again ex~end th~ough removed portions 96 into apertures 50 of tread member 22.
To provide a pulling force to vehicle3 placed on the -~traightening appaxatus 20, pull towers 150 and 151 are provided which are pivotally interconnected to the tread member 22. Pull ~, , , ,, : ,, --` 1093~'16 1 towers 150 include a connector arm 152 and a hollow cylindrical, stationary, vertical portion 154. Clamps 156 and gussets 157 are connected to conneetor arm 152 to pivotally mount pull towers 150 on pivot members 81. In the preferred embodiment, clamps 5 156 include nylon bushings 602 forming a ring sleeve type bearing such that clamps 156 are able to convey to pivot 81 a force from any direction applied to connector arm'l52.
Connector arm 152 is vertically positioned on pivots 81 by adjust'ment screws 604 which abut a steel thrust plate 606. To 10 réduce the'amount of'friction between clamps 156 and plate 606, a nylon plate bearing 608 can further be provided to allow towers 150 to be easily pivoted about pivots 81.
' A ram ~leeve 158 having an enlarged top 160 and a pulley 162, rotatably mounted in a ! U-shaped member 164, is 15 ~lidably mounted within vertical portion 154. Ram sleeve 158 can urther be pivoted within vertical portion 154 to allow ;
changlng the direction of pulley 162. A suitable flexible pulling member 165, ~uch as a chain, extends over pulley 162 and i~ ~ecured to vertical portion 154 by a locking member 166.
20 Locking member 166 i~ carried by bolts 700 beneath a collar 702 attached to vertical portlon 154 by ~uitable bolts 704 to rotatdbly mount locking member 166 about vertical portion 154 and include~ a alot 168 that allaws insertion of the chain 165 into the ~lot horizontally but prevents movement 25 of the chain 165 vertically. ~he chain 165 i~ further directed toward~'the vehicle to be repaired by a pulley 174 rotatably mounted in a U-~haped member 176 formed'on a collar 172.
Collar 172 is locked in any desired position on vertical portion 154 by a cam member 178 pivotally mounted thereon.

' ~ ,"

,-` 10934~6 1 -Cam member 178 includes a cam portion 180 and a lever arm 182 such that lever arm 182 can be pivoted to engage cam portion 180 against the side walls of vertical portion 154. Collar 172 can be slid vertically along the 5 vnertical portion 154 and rotated thereon such that chain 165 can be directed from any vertical position and from any angle on vertical portion 154. This allows the pulling force to be selectively directed to a damaged vehicle along the same line of force that initially caused the damage to the car. It should ?~'i: `, 10 be noted that if collar 172 is pivoted about vertical portion 154 through a large angle, it may be necessary to change the direction of pulley 152 by pivoting ram sleeve 158 within vertical portion 154 and change the direction of locking member 166 by pivoting it on vertical portion 154.
Although, in the preferred embodiment, cam member 178 is u~ed to lock collar 172 on vertical portion 154, ~everal other methods can also be used. For example, a bolt threadably mounted to collar 172 for abutment again~t vertical portion 154 has also been used successfully.
A hydraullc cylinder 184 raise~ the ram sleeve 158 to elongate pull tower 150. Hydraulic lines 186, such as a ho~e, connect hydraulic cylinder 184 to valve 188 that controls the oil 1OW rate into cylinder 184 from hydraulic unit 80 through the hydraulic line 190 such as a hose, as shown. The 25 rate at whlch cyllnder 184 rises is directly related to the oil flow rate through valve 188.
An alternate method of the attachmRnt of valve 188 to vertical portion 154 is to notch the lowermost portion of vertical portion 154 such that valve 188 is placed within vertical portlon 154 such that lt is above the bottom surface , .,.. ,. ~, , ...................... . l , .

1093~46 1 of connector arm 152. In such a position, hose l9o can be placed entirely within connector arm 152. Further, a horizontal ledge can be added above the valve handle to protect valve 188 from being hit and to act as a step for the operator to stand s on during operation of the apparatus, i.e., positioning collar 172 on yertical portion 154, attaching chain 165 to locking me~ber 166, or similar operations.
~ Since chain lÇS is anchored to the stationary vertical portion 154, the free end of chain 165 travels a distance 10 equal to twice the distance traveled by ram sleeve 15B. It is known in the art to fasten chain 165 directly to ram sleeve 158, but it ha~ been found by the present invention to be advantageous to secure chain 165 to the stationary vertical portion 154 rather than ram sleeve 158. The present invention has the 15 advantage of being able to pull chain 165 twice as far for the ~ame sleeve di~placement and further gains a mechanical advantage in that the hydraulic cylinder 184 moves only one-half the di~tance it would move if chain 165 was attached directly to ram sleeve 158.
Additionally, in the arrangement of the pre~ent invention, the amountiof friction between vertical portion lS4 and ram ~leeve 158 is greatly reduced. When a chain is attached directly to the ram sleeve, such as in devices known ln the art, the sleeve cants within the vertical portion 25 o ~uch pulling members when such pull towers exert a pulling force on the chain. This binding of the sleeve within the vertical portion re~ults in a large power loss at least from the large amount of friction between the outer surface of the ram ~leeve and of the inner surface of the vertical portion of the pulling members thereby greatly reducing the a unt o pulling force wh~ch can be applied to the vehicle.

1 The present invention thus has the advantage of directing the counter force of ram sleeve 158 vertically down-ward by the use of pulley 162. Thus ram sleeve 158 does not cant or bind within vertical portion 154. This greatly reduces 5 the amount of friction which was previously encountered in the prior a,rt and allows the use of smaller hydraulic cylinder 184 wi;thin pull towers 150 and l51 or the application of a Iarger working force to the chain 165, if the same size hydraulic cylinder is used.
Further, when the chain is directly attached to the ram sleeve, as in some prior devices, the ram sleeve cants in the vertical portion thereby applying a large a,m,ount of stress on the circumference of the vertical portion, especially at the uppermo~t portion of the vertical portion. ,To prevent 15 d~mage to the vertical portion, it is necessary to lengthen the ram sleeve to insure that a minimum length of the ram sleeve i~ located within the vertical portion at all times.
In the present invention, however, the preferred embodiment greatly reduces this minimum length requirement by 20 the u~e of pulley 162 which directs the counter force vertically do,w~ward ~uch that ram sleeve 158 does not cant within verti¢al portion 154 thereby maximizing the use of the materials used.
A ~imilar pull tower 151 can be mounted on a stationary 25 pivot 192 that is separate and distinct from support 38.
Thu~, in the preferred embodiment pull tower,151, which as shown, is the same design as pull towers 150 located on tram 70, is pivotally mounted about the end and front sides of straightening apparatu~ 20, as shown in the figures, ~093446 ~ A suitable control box 194 is provided to individually or collectively operate pull towers 150 and 151 located on the straightening apparatus 20.
To lock the pul} towers in a desired position, 5 suitable locking members are provided. As best seen in Figures 7 and 8, a raised channel 200 is formed on connecting arms 152 ;~
and includes U-shaped inside surface 202 and outside surfaces 204, A locking pin, generally designated 210, is provided and `
include~ a body 212, whose cross section is regularly shaped ;
10 corresponding to apertures 50, a handle 214 attached to the body 212 and of sufficient size to prevent pin 210 from falling through aperture 50, and a square portion 216 located on it~ bottommo~t end whose diagonal iQ le~s than or equal to the diameter of body 212 such that ~quare portion 216 doe s not 15 extend beyond the circumference of body 212.
To lock the tower~, pin 210 is inserted into an aperture 50 of tread member 22 ~uch that body 212 extend~
through top ~urface 26 and bottom surface 28 and substantially fills aperture 50 and ~uch that ~guare portion 216 extends 20 into the channel 200 and ~quare portion 216 i5 captured within V-~haped in~ide ~urface 202. Pin 210 can also be positioned ~uch that a ~ide of square portion 216 abuts an outside ~urface 204 of channel 200 as best seen in Figure 8. Handle 214 prevent~ pin 210 from falling through the aperature 50 of 25 tread member 22. Since the pull towers 150 are pivotally mounted to ~traightening apparatus 20, channel 200 will not have the same angular relationship to tread member 22 when pull towers 150 are at different angles with re~pect to 10934~6 tread member 22. Due to the regular shape of body 212, suc:h as circular, as shown, pin 210 can be turned such that square portion 216 fits within U-shaped surface 202 o f channel :~
200 or such that an entire side of square portion 216 abuts with outside surface 204 of channel 200. : :
The front pull tower 151 can be similarly locked b~ placing a pin 210 in an aperture 50 of tread member 22.
Further, a removable cross tie 36 can be placed in the~C-shaped track of tread member 22 such that locking pin 210 can extend through apertures 54 of tie 36 into channel 200 in a similar manner as explained with respect to the tram mounted pull tower~ 150.
To aid in anchoring the vehicle on the straightening apparatus 20 to prevent the vehicle from moving when it is 15 subjected to the counter forces during the repair and straightening operation, bolsters 230 are provided, as best ~een ~n Plgure 9. Bolsters 230 include a body 232 having a cross section of a regular shape corresponding to apertures 50, 52! or 54, a.nd an abutting portion 234 having a contacting 20 Jurface 231 of large area located on the uppermost portion o bolster 230. An L-shaped locking ring 236 having an overslzed apert~lre 238 iB positioned about bolster 230 such that locking rlng 236 cants against the circular body 232 of bolster 230 and thus secures bolster 230 above tread 22 25 adjacent the vehicle frame 500. me length of the bolster should be sufficient such that bolster 230 passes through surfaces 26 and 28 and still allows abutting portion 234 .. . .
to contact the frame 500 of the vehicle to be straightened.

10~34~6 After a vehicle is placed on straightening apparatus 20, bolsters 230 are installed by inserting the abutting portion 234 through aperture 50 in bottom surface 28 and pushing bolster 230 : ~;
through top surface 26. Locking ring 236 is placed on 5 bolster 230, and bolster 230 is raised to the desired height. At the desired height, the bolster 230 is dropped such that ring 236 cants and secures bolster 230. To remove boIster 230, bolster 230 is raised slightly, and ring 236 is then held to prevent it from canting, and bolster 230 is removed.
Due to the regular shape of the cross section of body 232, bol~ter 230 can be turned such that contacting ~urface 231 of abutting portion 2 34 entirely engages a frame member 500 of the vehicle to be straightened perpen-dicularly to the major component of jthe pulling force. If 15 the direction of pull changes thus reguiring change of the po~ition of bol~ter 230, bolster 230 is lowered below the frame 500 of the vehicle to allow rotating of bolster 230 and then rai~ed to contact a frame member 500 perpendicular to the original po~ition, as ~hown in phantom in Figure 10, 20 or at any other de~ired angle.
~ ol~ter~ 230 can further be u~ed for crosstying the vohlcle to tread member 22 from any angle around bolster 230 without extending beyond the border of tread member 22. As i~ kna~n in the prior art, methods to anchor the vehicle 25 to the pulling apparatu~ are anchor chains fastened from the track members to the vehicle and anchor me~er~ which extend from portions other than the tread member that abut with portions of the vehicle. Such methods of anchoring are very time ¢on~uming, require a very complicated ouper~tructure, extend beyond the boundaries of the tread menber thus lnterfering wlth the normal operation of the apparatus, and are able to withstand a force only along one or two directions, the longitudinal or latitudinal directions.

0934~6 1 If the repair force does not lie exactly perpendicular to such-directions, a force-concentration will result causing possible damage to the vehicle at the point of contact with the anchor member. Further, if the major force does not lie 5 along either the longitudinal or latitudinal direction but rather along a diagonal, for example, the vehicle will twist within the apparatus.
- The present invention solves the above-mentioned problems by providing bolster 230 which is able to be 10 8ubjected to a counter force in-any direction 360 degrees around bolster 230 as is shown in Figure 3. Abutting portion 234 of bolster 230 can always be positioned perpendicularly to the pulling orce. Also, bolster 230 lies entirely within the borders of tread member 22, does not require any further 15 superstructure for its attachment, and further can be positioned in any aperture of tread member 22 or in removable cro~s tie 36 placed in any desired position. Additionally, boleter 230 can be inserted or removed in a minimal amount of time without the use of tools.

In operation, the apparatus for repairing and ~traightening the body and the frame of a vehicle, according to the present invention, repairs vehicles having structural damage, ~uch a~ damage rom common automobile accidents.
25 To place a vehicle on the present apparatus 20, first, safety leg 44 i~ pivoted horizontally adjacent to tread member 22 by moving extension 562. By operation of valve 543 hydraulic - ` 10~3'1'~6 1 jack 542 is retracted causing lift scissors 42 to fold together and thus pivoting tread member 22 on support 38 to its angularly offset position. In its angularly offset position, top surface 26 of tread meniber 22 is flush with top 5 surfaces 48 of floor members 46, as shown in phantom in Figure 2, thus presenting a smooth incline for the vehicle.
A damaged vehicle can then be driven onto the apparatus 20 such that the tires of the vehicle are placed on the-le~t and right tracks 19 and 21, respectively, of tread 10 member 22. If the damage to the vehicle is extensive, the vehicle may have to be winched on the apparatus 20. This could be accomplished by anchoring a suitable winch, not shown, on front pull tower 151 and connecting the winch line to the vehicle.
After the vehicle is placed thereon, tread me~r 22 1~ then pivoted on support 38 to a horizontal position ~uch that tread member 22 is parallel to the floor on which apparatu~ 20 i~ mounted, a~ ~hown in ~olid line in Figure 2.
Thi~ i~ accomplished by extending hydraulic jack 542 by 20 operation of valve 543 to unfold lift scissors 42 thus raising tread member 22. With member 22 in its horizontal position, ~aoty leg 44 can then be positioned ln it~ vertical po~itlon, Thu~, for example, if lift scissor~ 42 were to accldentally fold, safety leg 44 would prevent tread 25 member 22 from pivoting on support 38 to its angularly off~et position.

~0~3~46 1 After a vehicle is positioned on tread member 22 and tread member 22 is in its horizontal position, the vehicle must be secured to straightening apparatus 20 such that pulling forces can be applied to the vehicle without having .
5 the vehicle move. In the preferred embodiment, bolsters 230 are placed in straightening apparatus 20 to secure a vehid e on tread member 22 to thereby anchor the vehicle to tread member 22 to prevent its movement thereon during the ~traightening and repairing operation and to receive the 10 counter forces to which the vehicle is subjected during the pulling operation as hereinbefore discussed.
.. . . -~ " :.
Bol~ters 230 are positioned in apparatus 20 by pu~hing them into apertures 50 through both bottom surface 28 and top ~urface 26. ~ocking ring 23i6 is placed on bol~ter i30 15 8uch that bol~ter 230 extends through aperture 238. Due to it~ "L" shape, locking ring 236 cant~ on bolster 230 when bol~tor 230 move~ vertically downward. Since it extends through aperture~ 50 formed in both top surface 26 and bottom curface 28, bol~tor 230 i~ prevented from moving in any 20 direction in the place of tread member 22.
It can be appreciated that removable cros~ ties 36 can be ~o~itioned in tho C-~haped track formed in tread member 22 ~uch that bolsters 230 can also be placed in apertures 54 located therein. Thus, cross ties 36 are placed in a desired 25 po~ition boneath a bra¢e, o the frame for example, such that a bol~ter 230 can be placed in an aperture 54 to abut the brace as shown in Figure 3.

` 1093~6 `:`

1 solsters 230 are positioned such that a portion of the vehicle abuts a large contacting surface 231 of abutting portions 234. Surface 231 of abutting portion 234 should be placed against a flat area of the vehicle frame 500 which 5 should be substantially perpendicular to the repair force to be subje~cted to the vehicle. In such a position, the eounter foree plaeed on the vehiele frame 500 at surface 231 will be piaeed on a large area to prevent abutting portion 234 from damaging the frame 500 such as is possible if the 10 eontaeting surfaee were ~maller. Due to the large numbers of apertures 50 and aperture~ 54 of cross ties 36, bolster 230 can be placed in a variety of position~ such that abutting portion 234 eontaets the vehicle frame in the desired manner.
If it i~ desired to change the direetion of the 15 pulling foree thu~ requiring bolsters 230 to be turned, bol~ter~ 230 do not have to be removed entirely from tread mombor 22 of apparatu 20. Due to the regular ~hape of the ero~ aeetlon of body 232, ~hown as eireular in the preferred embodiment, bolsters 230 ean be rotated without removing them 20 eompletely from the deviee. It is only neee~sary to raise bol~ter 230 a ~uffieient amount to uneant loeking ring 236.
Loeking ring 236 i~ then held preventing it from canting on bol6ter 230. Bol~ter 230 i~ then lowered ~ueh that abutting portion 234 i~ below the vehiele frame. Bolster 230 ean then 25 be rotated to the de~ired position, raised to the desired height, and set to engage the vehicle to be repaired.

-- 10~34~6 .
1 It can now be appreciated that bolsters 230 lie within the border of tread member 22 and thereby allow the free operation of pull towers 150 and 151 and tram 70.
Further, bolsters 230 tie the vehicle to the tread member 22 5 and against a force from the pull towers directed from any direction, 360 degrees around the tread member 22.
Additionally, bolsters 230 can be placed in, removed from, and/or rotated in tread member 22 in a minimal time, without the use of tools.
Other suitable methods of anchoring can be used or incorporaté~. For example, a chain or other fastening means ¢an extend from the vehicle to tread member 22. Such fastening means could then hook into apertures S0 or could be wrapped around bolster 230 placed in tread member 22 that either does 15 or does not abut the vehicle frame.
Next, tram 70 is positioned adjacent the damaged portion of the vehicle as follows. Locking member 98 is raisea such that projections 102 are removed from apertures 50 in the right and left track members 19 and 21 of tread member 20 22. Actuated by switch 103, motor 17 can then drive shafts 82 by mean~ of ~procket~ 510 and 520 and roller chain 18, thus ¢ 0~ing ~procket~ 84 to mesh with chains 95 mounted on flange 32 o tread member 22 and causing rollers 83 to move along rall~ 85 thu~ movlng tram 70 relative to tread member 22. Due to 25 the greater ~pacing of tram top 74 and tram bottom 76 than the spacing of tread top surface 26 and bottom surface 28, the only portion of tram 70 that contacts tread member 22 is sprockets 84 and rollers 83.

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10~3~46 1 Thus a minimal amount of sliding friction is created between tram 70 and tread member 22 causing less wear-in the apparatus 20 and allowing the required horsepower of the motor for moving tram 70 to be reduced.
When tram 70 is in the desired position, locking member 98 is positioned such that circular projections 102 interfit with removed portion 96 of tram top 74 and extend ~ -into apertures 50. Thus tram 70 is securely held from moving longitudinally relative to tread member 22. - ~ -Tram 70 is able to move the full distance between cross members 23 and 24 and switches 104 are positioned to ~top tram 70 when it abùts cross members 23 and 24. Thus tram 70 ~ -can be positioned in any desired location between cross members 23 and 24. If it iB desired that tram 70 be able to be positioned 15 in the space beyond cros3 members 23 and 24, tram 70 can be redb~lgned to meet the particular circumstances or cross member~ 23 and 24 can be located clo~er to the ends of track mombers 19 and 21.
In the preferred embodiment, cro~s members 23 and 24 20 are located such that pull towers 150 are able to pivot to a po~ition directly in front o tread member 22 such that pull~ng members 150 are placed on opposite sides of and adjacent to pull tower 151 or directly in back of tread member 22 opposite pull tower 151 when tram 70 abuts cross members 24 and 23, 25 ro~pectively. Further, notches 400 are shown in the front out~ide corners of tracks l9 and 21 such that cross member 23 can be positioned further from the front of apparatus 20 and ....

: . ., ~ , 1 still allow pull towers lSo to pivot to the front of apparatus 20. That is, when tram 70 abuts cross members 23, the notches 400 are within the radius of pull towers 150 about pivot 81 in the preferred embodiment. Therefore, pull towers 5 150 are able to-pass the corners of track members 19 and 21 such that they can be placed on opposite sides of and adjacent to pull tower 151. Further when tram 70 abuts cross member 24, pull towers lS0 are able to pivot around the rear corners of track members 19 and 21 such that they are placed directly 10 in back of tread member 22. In such a position, towers 150 are-directly opposite pull tower 151 located in front of tread member 22.
It can now be appreciated that towers 150 can be located about the entire 360 degree periphery of the vehicle 15 wished to be repaired. Further, with the simple design and 1exibility of apparatus 20, towers 150 and 151 can further be placed at any desired angle around the entire 360 degree periphery.
~herefore, apparatus 20 can be used to repair and straighten damage cau~ed from a force directed from any angle around the 20 ent~re 360 degree periphery of the vehicle as will be further explalned hereinafter.
Pull towers 150 can then be pivoted about pivot members 81 and pull tower 151 pivoted about stationary pivot member 192 ~uch that chain 165 can be located along the force 25 vector which caused the damage to the vehicle. When pull towers 150 and 151 are located in the desired position, towers 150 and 151 are securely locked to prevent them from moving.
Locking pins 210 are inserted in apertures 50 of tread member 22 -" 10934~6 1 such that square portion 216 contacts channel 200 of connector 152 as previously explained. Handle 214 allows the operator to qrasp pin 210 to place it within aperture 50, but also prevents pin 210 from falling through aperture 50. Due to the regular 5 shaped cross section of body 212, such as circular as shown in the preferred embodiment, pin 210 can be rotated such that square portion 216 can be placed in any angular position relative to tread member 22. Thus pin 210 can be positioned such that ~quare portion 216 i8 captured within U-shaped inside 10 eurface 202 of channel 200 or a side of square portion 216 abuts an outside surface 204 of channel 200. It should be noted, if ~guare portion 216 of pin 210 abuts an outside surface 204 of channel 200, pin 210 should be placed such that it is located in the path of movement of pull tower 150 as it exerts a 15 pulling force on a vehicle placed on apparatus 20. Thus towere 150 are locked to prevent pivoting about pivot members 81 in at leaet one direction.
It can now be appreciated that if pull tower 151 is located such that locking pins 210 placed in apertures 50 20 at tread member 22 do not contact channel 200 of pull tower 151, a removable aroe~ tie 36 can be positioned in tread member 22 ouch that a locking pin can be placed in an aperture 54 formed therein, as best seen in Figure 3.
Chaine 165 are then fastened to the damaged portion 25 o~ the vehicle body to be repaired. This can be done in a number of conventional ways such as by the use of hooks, welding on metal portions, or other techniques. Other forms of fastening chaine 165 to the vehicle can be used as is known by one skilled in the art.

~093~

Collar 172 is then positioned on vertical portion 154 of pull tower 150. First lever arm 182 is raised to an upward position, as shown in phantom in Figure 4, such that cam por.ion 180 disengages the sides of vertical portion 5 154. Collar 172 can then be raised on, lowered on, and/or pivoted about vertical portion 154. Collar 172 is then positioned such that chain 165 is directed by pulley 17~
towards the damaged portion of the vehicle along the same force vector that created the damage to the vehicle. When 10 collar 172 is placed in tne desired position, lever arm 182 is lowered such that cam portion 180 engages the side of vertical portion 154 thus securing collar 172 on vertical portion 154. It should be noted that if collar 172 ls pivoted about vertical portion 154 through a large angle, 15 it may be necessary to change the direction of pulley 162 and chain lock collar 166 by pivoting ram sleeve 158 within vértical portion 154 and by rotating collar 166 about vertical portion 154, respectively.
Assuming ram sleeve 158 is in its lowered position, 20 chain 165 is pulled taut over pulley 16Z and placed in chain lock member 166. A li}~3s of chain 165 is positioned with slot 168 of chain locking mel[ber 166 thereby preventing vertical movement of chain 165.
Valves 188 are then adjusted on pull towers 150 and 25151 to the desired flow rate such that ram sleeve 158 of each tower will elongate proportionally to each other. Control box 194 is then contacted to cause hydxaulic unit 80 to pump oil to cylinders 184 via hoses 190 and 186. Cylinder 184 thus extends, raising ram sleeve 158, and pulley 162 is caused 30to pxess against chain 16~ and thus create a pulling force on the portion of the vehicle body to which chain 165 i5 connected.

~.

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-`" 1093~l~6 1 Since chain 165 is connected to vertical portion 154 which is stationary with respect to ram sleeve 158, the chain 165 -will move twice as far as the distance traveled by ram sleeve 158.
5 - - Ram sleeves 158 will move at a rate dependent upon ~ ;
the setting of valve 188. For example, one tower could travel three inches, another five inches, and the other ten inches ~;
during the same time interval. The rate at which ram sleeve 158 moves i~ dependent upon the typs and amount of damage. ~
10 Therefore, the settings of valve 188 on each of tower~ 150 - ~;
and 151 are determined by the discretion of the operator based upon hi~ discretion as to the ram sleeve 158 movement required for the type of damage to the vehicle. Either one, two, or three towers 150 and 151 can!be used depending upon 15 the particular damage on the vehicle to be repaired as will be further illu~trated hereinafter.
It should be noted that, as cylinder 184 extends, a counter force is tran~ferred to pull towers 150 and 151. As di~cu~sed above, this counter force is carried back to pivot 20 members 81 and 192. Due to nylon bushing 602 of the preferred embodiment forming a ring ~leeve type bearing, clamps 156 are able to withstand a force from any direction. Therefore, the pulllng force exerted by pull towers can be exerted in any direction, even in a direction away from tread member 22. For 25 oxample, a pulling force can be exerted on a vehicle not anchored to tread member 22 of the a~sociated pull towers 150 and 151 of a first apparatus 22 but rather anchored to a tread member of second apparatus placed adjacent to the fir~t apparatus, or anchored in a stationary po~ition to the floor surface ad~acent to the apparatw 22 in any manner.

- 10~3~6 1 Since pivot member 81 is mounted on tram 70, tram 70 is subjected to a torque causing it to twist in tread member 22.
The twisting first acts on shaft 82 but due to its spring mounting, shaft 82 deflects vertically allowing tram top 74 5 to contact top surface 26 and/or tram bottom 76 to contact bottom surface 28. Thus sha~ts 82 are subjected only to the initial force while the carrier member 72 receives the major counter forces of the pulling force created by pull towers 150 pivotally mounted on ~ram 70. ;~
During operation, pull towers 150 and 151 may have to be repositioned and/or the-flow rate of valves 188 may have to be changed such that the repair force applied to the damaged portion is in a direction parallel to the force which caused the damage. Therefore, the direction may change 15 depending upon the type and extent of damage to the vehicle.
Al~o, bolster 230 may have to be rotated due to a change in th~ ma~or force component or due to the fact that the rame element~ are being straightened to their original position~.
After the repairing and straightening operations have been completed, chains 165 are removed from the vehicle. The vehi¢le can then be removed from apparatus 20 by removing bolster~ 230 and/or removing securing chains. At this time, tread member 22 can be pivoted to its angularly off~et po~i-25 tion by raising safety leg 44 and folding lift scissors 42. The repaired vehicle can then be removed for fini~hing and apparatus 20 is ready to receive another vehicle to be repaired.
.

10934~6 1 To better illustrate the advantages of the present invention in its preferred form, diagrammatic figures are shown depicting the location of the pulling means 150 and 151 when repairing vehicles having damage caused in common traffic 5 accidents. Figures 11-15 show such diagrammatic views of the preferred form and show the various functional features of the present invention in its preferred form without resorting to the structural detail as previously outlined. For the sake of example, it is assumed that all vehicles depicted in the ~
10 figures are facing forward such that the front of the vehicle ~-i~ adjacent to pull tower 151.
In Figures ll and 12, a vehicle having front and rear damage i~ depicted. The front of the vehicle is pushed rearward and to the let side while the rear of the vehicle 15 ha~ a large amount of damage on the right side and a le~ser amount of damage on the left side. Such damage could be caused by a vehicle being angularly hit on the rear right side and ~ `
being pu~hed into object~ located to the front and the ~ide of the vehicle. To repair the vehicle, first, tram 70 is ;~
20 guickly and efficiently moved adjacent pull tower 151 by ~;
the medhanl~m, ae previou~ly explained. Towers 150 are then p~voted forwardly on tram 70 to angularly off~et positions such that the left pull tower pulls outwardly on indentation in the let fender and right tower pulls outwardly and longitudinally 2S the r~ght corner of the vehicle. Tower 151 is positioned to pull longltudinally and to the right of the left corner. Thus, the ront end can be straightened to the correct position by the ~imultaneous operation of pull towers 150 and 151, and each of ~ 10~3~ 6 1 towers 150 and 151 would place a pulling force on the vehicle corresponding to the rate of movement selected by the operator, as previously explained. ~he corrected position of the front of the vehicle is depicted in Figure 12.
At this time, pull towers 150 can be disconnected and moved to the rear of the vehicle. This is accomplished by moving tram 70 adjacent to cross member 24, as was previously explained, and then pivoting towers 150 rearwar~1y on tram 70 to the positions shown in Figure 12. In such a position, 10 tcwers lS0 are located such that they are able to exert a pull-ing-force~in a direction parallel to the force that caused the damage and therefore apparatus 20 can easily straighten and repair the remaining damage shown in Figure 12 in a ~lmilar manner, as previously explained.
It can now be appreciated that due to the pivotal mounting of towers 150 and 151 and the movable tram 70, the vohicle can be repaired around the entire 360 degree periphery without having to turn the vehicle as i8 commonly required by conventlonal straightening apparatus. Further the pull towers 20 can be rapidly and efficiently positioned at any angle with re~pe¢t to the vehicle in a ~imple manner by the mechanism of the present invention, as previously explained.
Pigure 13 shows a vehicle having ront and rear damage ~u¢h as may be caused by a multiple car pileup. Tram 70 can be 25 ~ir~t located ad~acent the rear o the vehicle, and pull towers 150 positioned to pull the indentations from the rear of the vehicle. Pull tower 151 may then be positioned to pull out the damage in the front of the vehicle. The operator .. ~ . ~ .,~ . .

~ ~0~34a~6 1 then adjusts the rate of movement of towers 150 and 151 and activates switch 194, thus causing the three pull towers, 150 and 151 to each exert a pulling force to the vehiale simultaneously, as was previously explained. Thus, the damage 5 to the front and rear of the vehicle having this type of damage can be repaired simultaneously.'' Previously, to repair uch a véhicle would generally require repairing firQt one end, turning the vehicle such that~the other ena is adjacent '~
the pulIing means, and repairing the other end of the vehicle 1'0 or would require a great~deal of time and effort to move pulling tower~ and lock them in the'desired position.
Figure 14 shows a vehicle having a large indentation formed $n the right side thereof. Such'damage could be cau~ed by another vehicle hitting the damaged vehicle 15 broad~ide. To repair the damaged vehicle, first, tram 70 may be moved adjacent the rear, as previou~ly explained, and pull tower~ pivoted on tram 70 such that, in the position shown, the fir~t tower 150 can pull the right rear corner, and the ~econa tower 150 can pull the center of the indentation.
20 Tower 151 may then be arranged to pull the right front fender.
~he vohicle can then be repaired ln a simple operation by the''~imultaneou~ operation of all three pull towers, 150 and 151, moving at the de~ired rate as previously explained.
In the prior art, the vehicle may have to be turned several 25 time~, each time only a small portion of the damage would have been removed.
Figure 15 shows another broadside collision of lesser force where the vehicle also su~tained damage on the opposite . .

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- i . . . .

iO~34~6 1 sides such as that caused from the vehicle being pushed into a road sign. Such damage could be repaired by placing pull towers 150 on opposing sides of the vehicle such that damage could be pulled out from both sides simultaneously while 5 tower 151, pivoted to the right side, helped the right pull tower 150 rem~ve damage to ~he right side. Therefore the vehicle can be repaired in a single, simple manner by the ~ taneous operation of pull towers 150 and 151, according to the rates desired by the operator.
It can now be appreciated that the preferred~
embodiment of the present invention, as shown ,by apparatus' disclosed, i~ very efficient, flexible, and of simple design.
Apparatu~ 20 ¢an repair damage around the entire 360 degree periphery of a damaged vehicle due t~ the pivotable pull 15 tower~ 150 on vable tram 70 and pull tower 151. Further, tho direction of the repair force can be applied in a direction parallel to the direction of the force that caused the damage by the u~e of the pulley 174 carried by collar 172 which is ~lidable along and pivotable about vertical portion 154 of 20 pull tower~ 150 and 151 and in conjunction with the pivotable mounting oi' pull tower~ 150 and 151 on apparatus 20 and the remainder of the overall de~ign, including tram 70. ~here-fore, apparatu~ 20 is able to repair a variety of types of tamage to vehicle~ from an unlimited number of directions.
25 Further, due to the flexibility of apparatu~ 20, the repair force can be applied at any desired angle around the entire 360 degree periphery of the damaged vehicle. Also, due to the de~ign of the present invention, efficient use is made of the apparatu~
and it~ materials.

l Now that the basic teachings of the present invention have been explained, many extensions and variations will be obvious to one having ordinary skill in the art. For example, pull towers could be removed or more pull towers S could be added to pivot about the same point or adjacent points.
Further additional trams could be added such that for example, one tram could be placed adjacent the front -of the vehicle and one could be placed adjacent the rear 10 Of the vehicle, or any position therebetween.
Additionally one pull tower could be removed from the movable tram or additional ones added so that a plurality of pulling means could be placed adjacent the damaged portion.

. ., , ~ ,

Claims (47)

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. Apparatus for repairing and straightening the body and frame of a wheeled vehicle comprising, in combin-ation: a tread member having a first end and a second end and having a top surface and a bottom surface and including a right track member and a left track member, each of the right and left track members having a top surface formed thereon to allow support of the vehicle thereon; means for allowing placement of a vehicle upon the tread member; at least one means for applying a force to the vehicle; a tram body; means for movably mounting the tram body between the right and left track members including means for moving the tram body along the right and left track members; and means for pivotally interconnecting the force applying means to the tram body to allow positioning the force applying means on the outside of the tread member to thereby allow the tram body to be positioned at any position between the first end and the second end of the tread member and to allow the force applying means to be positioned at any desired angle around the tread member such that the repairing and straightening force can be applied at any angle around the entire 360 degree periphery of the vehicle.

2. The apparatus of claim 1 wherein the apparatus further comprises: a plurality of regularly shaped apertures passing vertically through the top surface of the right and left track members of the tread member.

3. The apparatus of claim 2 wherein the pivotally interconnecting means includes connector arm and wherein the apparatus further comprises means for locking the force applying means in a stationary position comprising, in combination: an upraised channel formed on the connector arm of the force applying means; and a locking pin including:
a body portion having a cross section of a regular shape corresponding to the apertures formed in the tread member, means for preventing the body portion from falling through the apertures of the tread member, and means for abutting the channel on the connector arm of the force applying means.

4. The apparatus of claim 3 wherein the channel formed on the connector arm of the force applying means comprises, in combination: a U-shaped inside surface and outside surfaces located on opposite sides of the U-shaped inside surface such that the channel abutting means can abut with and can be captured within the U-shape inside surface or the channel abutting means can abut with either of the outside surfaces.

5. The apparatus of claim 4 wherein the means for abutting the channel on the connector arm of the force applying means comprises, in combination: a square portion located on the bottommost end of the body portion, with the square portion having a diagonal which is less than or equal to the diameter of the body portion such that the square portion does not extend beyond the circumference of the body portion allowing the square portion and the body portion of the locking pin to be inserted into and passed through the apertures such that the square portion can be positioned to abut with the channel formed on the connector arm of the force applying means.

6. The apparatus of claim 2 wherein the apparatus further comprises: means for anchoring the vehicle to the tread member comprising, in combination: a bolster rotatably and slidably insertable in the apertures including: a body portion having a cross section of a regular shape corres-ponding to the apertures formed in the tread member, and means for abutting the frame of the vehicle located within the apparatus for repairing and straightening; and means for positioning the bolster above the tread member adjacent the frame of the vehicle such that the bolster is able to be subjected to a counter force in any direction 360° around the bolster and such that the bolster can be inserted or removed into the apertures of the tread member in a minimal amount of time without the use of tools.

7. The apparatus of claim 1 wherein the movably mounting means comprises, in combination: at least one rotatable shaft carried by the tram body having a first end which engages a portion of the right track and a second end which engages a portion of the left track; and wherein the moving means comprises in combination: means for rotating the shaft.

8. The apparatus of claim 7 wherein the tram body further comprises, in combination: means for resiliently mounting the rotatable shaft in the tram body; and means for receiving the counterforce of the force exerted on the damaged vehicle by the force applying means pivotally interconnected to the tram body.

9. The apparatus of claim 8 wherein the movably mounting means further comprises, in combination: means for allowing the shaft to flex adjacent its center.

10. The apparatus of claim 8 wherein the apparatus further comprises, in combination: a first stationary, elongated gear member located on the right track member; a second stationary, elongated gear member located on the left track member parallel to the first gear member; a first sprocket member located on the first end of the shaft and engaging the first gear member; and a second sprocket located on the second end of the shaft and engaging the second gear member thereby forming a rack and pinion gear arrangement such that as the rotable shaft is rotated, the first and second sprockets mesh with the first and second stationary gear members.

11. The apparatus of claim 8 wherein the means for receiving the counterforce of the force exerted on the damaged vehicle by the force applying means comprises, in combination: a tram top attached to the tram body, with the tram top extending over the top surface of the tread member; and a tram bottom attached to the tram body, with the tram bottom extending below the bottom surface of the tread member such that, when a counterforce is subjected to the tram body, the tram top contacts the tread top sur-face and the tram bottom contacts the tread bottom surface.

12. The apparatus of claim 7 further including: a first stationary, elongated gear member located on the right track member; a second stationary, elongated gear member located on the left track member parallel to the first gear member: and wherein the tram body further includes:
a first sprocket located on the first end of the shaft and engaging the first gear member; and a second sprocket located on the second end of the shaft and engaging the second gear member to form a rack and pinion gear arrangement such that as the rotatable shaft is rotated, the first and second sprockets meshes with the first and second stationary gear members thereby moving the tram along and between the track members.

13. The apparatus of claim 7 wherein the apparatus further comprises, in combination: at least one stationary, elongated gear member attached to the apparatus for repairing and straightening, and wherein the shaft includes at least one sprocket which meshes with the stationary, elongated member.

14. The apparatus of claim 13 wherein the apparatus further comprises, in combination: means for reducing the amount of weight carried by the sprocket.

15. The apparatus of claim 14 wherein the reducing means comprises, in combination: a roller mounted on the shaft adjacent to the sprocket.

16. The apparatus of claim 15 wherein the apparatus further comprises, in combination: a rail portion formed adjacent to the stationary gear member upon which the roller rides.

17. The apparatus of claim 13 wherein the stationary elongated gear member comprises chain links fastened to the apparatus for repairing and straightening.

18. The apparatus of claim 7 wherein the force applying means includes a hydraulic cylinder; wherein the apparatus further comprises a hydraulic unit for supplying hydraulic fluid to the hydraulic cylinder of the force applying means;
and wherein the means for rotating the shaft and the hydraulic unit are carried by the tram body.

19. The apparatus of claim 1 wherein the force applying means comprise pull towers, with the pull towers including a first vertically arranged stationary portion and a second vertically movable portion slidable within the first stationary portion; means for moving the second movable portion within the first stationary position; a pulley carried by the second movable portion; a flexible connector having a first end and a second end; means for attachment of the first end of the flexible connector to the vehicle; means for attachment of the second end of the flexible connector to the first stationary portion, with the flexible connector being passed around the pulley; and means for directing the flexible connector at any angle to the vehicle.

20. The apparatus of claim 19 wherein the pivotally interconnecting means comprises, in combination: a small cylindrical pivot member mounted to the tram body; a connector arm extending from the force applying means to a point adjacent to the pivot member; means for pivotally mounting the connector arm to the pivot member and for allowing the counterforce applied to the connector arm by the force applying means to be conveyed to the pivot member from any direction; and wherein the means for pivotally mounting the connector arm to pivot member and for allowing the counterforce to be conveyed to the pivot member comprises: a clamp member, and a ring sleeve type bearing.

21, The apparatus of claim 1 wherein the pivotally interconnecting means comprises, in combination: a small cylindrical pivot member mounted to the tram body; a connector arm extending from the force applying means to a point adjacent to the pivot member; means for pivotally mounting the connector arm to the pivot member and for allowing the counterforce applied to the connector arm by the force applying means to be conveyed to the pivot member from any direction comprising: a clamp member pivotably connected about the pivot member, and a ring-sleeve type bearing located between the clamp member and the pivot member.

22. The apparatus of claim 21 wherein the pivotally interconnecting means further comprises, in combination:
means for positioning and leveling the connector arm on the pivot member comprising, in combination: a thrust plate, and adjustment screws abutting the thrust plate, wherein the means for pivotally mounting the connector arm to the pivot member and for allowing the counterforce applied to the connector arm by the force applying means to be conveyed to the pivot member from any direction operatively rests on the thrust plate.

23. The apparatus of claim 22 wherein the pivotally interconnecting means further comprises, in combination:
means for reducing the friction between the thrust plate and the means for pivotally mounting the connector arm to the pivot member and for allowing the counterforce applied to the connector arm by the force applying means to be conveyed to the pivot member from any direction.

24. The apparatus of claim 1 further comprising, in combination: a plurality of apertures passing vertically through the top surface of the right and left track members of the tread member; and means for locking the tram body in a stationary position with respect to the track members comprising, in combination: an elongated member and projections located adjacent the ends of the elongated member, with the projections having a shape able to extend into the apertures and removed portions formed on the tram body wherein the projections extend into the removed portions and into the apertures to securely hold the tram body in a stationary position.

25. The apparatus of claim 1 wherein the apparatus comprises: a first force applying means and a second force applying means and wherein the first force applying means is pivotally interconnected to the tram body adjacent to the right track member and the second force applying means is pivotally interconnected to the tram body adjacent to the left track member such that the first and second force applying means are located on opposite sides of the apparatus for repairing and straightening.

26. The apparatus of claim 25 wherein the apparatus further comprises: a third force applying means and means for pivotally interconnecting the third force applying means about the first end and front sides of the tread members of the apparatus for repairing and straightening.

27. The apparatus of claim 1 wherein the movably mounting means comprises, in combination, at least one rotatable shaft carried by the tram body having a first end which engages a portion of the right track member and a second end which engages a portion of the left track member; wherein the moving means comprises, in combination, means for rotating the shaft and means operatively connected to the shaft for converting the rotation of the shaft to cause movement of the tram body along the right and left track members; and wherein the tram body further comprises, in combination: means for resiliently mounting the rotatable shaft in the tram body; and means for receiving the counterforce of the force exerted on the damaged vehicle by the force applying means pivotally interconnected to the tram body wherein under a load condition, the shaft deflects due to the resiliently mounting means such that the shaft is subjected only to the initial force while the means for receiving the counterforce receives the major counterforce.

28. The apparatus of claim 27 wherein the movably mounting means further comprises, in combination: a flexible connector for allowing the shaft to flex adjacent its center.

29. The apparatus of claim 27 wherein the converting means comprises, in combination: at least one stationary, elongated gear member attached to the apparatus for repairing and straightening, and wherein the shaft includes at least one sprocket which meshes with the stationary, elongated gear member.

30. The apparatus of claim 29 wherein the stationary, elongated gear member comprises chain links fastened to the apparatus for repairing and straightening.

31. The apparatus of claim 29 wherein the apparatus further comprises, in combination: means for reducing the amount of weight carried by the sprocket.

32. The apparatus of claim 31 wherein the reducing means comprises, in combination: a roller mounted on the shaft adjacent to the sprocket.

33. The apparatus of claim 32 wherein the apparatus further comprises, in combination: a rail portion formed adjacent to the stationary gear member upon which the roller rides.

34. The apparatus of claim 27 wherein the converting means comprises, in combination: a first stationary, elongated gear member located on the right track member; a second stationary, elongated gear member located on the left track member parallel to the first gear member; a first sprocket member located on the first end of the shaft and engaging the first gear member; and a second sprocket located on the second end of the shaft and engaging the second gear member thereby forming a rack and pinion gear arrangement such that as the rotable shaft is rotated, the first and second sprockets mesh with the first and second stationary gear members.

35. The apparatus of claim 27 wherein the means for receiving the counterforce of the force exerted on the damaged vehicle by the force applying means comprises, in combination: a tram top attached to the tram body, with the tram top extending over the top surface of the tread member; and a tram bottom attached to the tram body, with the tram bottom extending below the bottom surface of the tread member such that when a counterforce is subjected to the tram body, the tram top contacts the tread top surface and the tram bottom contacts the tread bottom surface.

36. The apparatus of claim 27 wherein the apparatus comprises: a first force applying means and a second force applying means and wherein the first force applying means is pivotally interconnected to the tram body adjacent to the right track member and the second force applying means is pivotally interconnected to the tram body adjacent to the left track member such that the first and second force applying means are located on opposite sides of the apparatus for repairing and straightening.

37. The apparatus of claim 36 wherein the apparatus further comprises: a third force applying means; and means for pivotally interconnecting the third force applying means about the first end and front sides of the tread members of the apparatus for repairing and straightening.

38, The apparatus of claim 27 wherein the force applying means includes a hydraulic cylinder; wherein the apparatus further comprises a hydraulic unit for supplying hydraulic fluid to the hydraulic cylinder of the force applying means;
and wherein the means for rotating the shaft and the hydraulic unit are carried by the tram body.

39, The apparatus of claim 1 wherein the movably mounting means comprises, in combination: at least one shaft carried by the tram body and having a first end which engages a portion of the right track and a second end which engages a portion of the left track; and wherein the tram body further comprises, in combination: means for resiliently mounting the shaft in the tram body; and means for receiving the counterforce of the force exerted on the damaged vehicle by the force applying means pivotally interconnected to the tram body wherein, under a load condition, the shaft deflects due to the resiliently mounting means such that the shaft is subjected only to the initial force while the means for receiving the counterforce receives the major counterforce.

40. The apparatus of claim 39 wherein the means for receiving the counterforce of the force exerted on the damaged vehicle by the force applying means comprises, in combination: a tram top attached to the tram body, with the tram top extending over the top surface of the tread member; and a tram bottom attached to the tram body, with the tram bottom extending below the bottom surface of the tread member such that when a counterforce is subjected to the tram body, the tram top contacts the tread top surface and the tram bottom contacts the tread bottom surface.

41. The apparatus of claim 39 wherein the movably mounting means includes means for moving the tram body along and between the right and left track members.

42. The apparatus of claim 41 wherein the moving means comprises, in combination: means for rotating the shaft;
and means operatively connected to the shaft for converting the rotation of the shaft to cause movement of the tram body along and between the right and left track members.

43. The apparatus of claim 42 wherein the converting means comprises, in combination: at least one stationary, elongated gear member attached to the apparatus for repairing and straightening, and wherein the shaft includes at least one sprocket which meshes with the stationary, elongated gear member.

44. The apparatus of claim 43 wherein the stationary, elongated gear member comprises chain links fastened to the apparatus for repairing and straightening.

45. The apparatus of claim 39 wherein the pivotally interconnecting means comprises, in combination: a small cylindrical pivot member mounted to the tram body; a connector arm extending from the force applying means to a point adjacent the pivot member; means for pivotally mounting the connector arm to the pivot member and for allowing the counterforce applied to the connector arm by the force applying means to be conveyed to the pivot member from any direction comprising, in combination; a clamp member pivotably connected about the pivot member; and a ring-sleeve type bearing Located between the clamp member and the pivot member.

46. The apparatus of claim 45 wherein the pivotally interconnecting means further comprises, in combination:
means for positioning and leveling the connector arm on the pivot member, comprising, in combination: a thrust plate; and adjustment screws abutting the thrust plate, wherein the means for pivotally mounting the connector arm to the pivot member and for allowing the counterforce applied to the connector arm by the force applying means to be conveyed to the pivot member from any direction operatively rests on the thrust plate.

47. The apparatus of claim 39 further comprising, in combination: a plurality of apertures passing vertically through the top surface of the tread member; and means for locking the tram body in a stationary position with respect to the tread member comprising, in combination: an elongated member, and projections located adjacent the ends of the elongated member, with the projections having a shape able to extend into the apertures, and removed portions formed on the tram body wherein the projections extend into the removed portions and into the apertures to securely hold the tram body in a stationary position.